US8960034B2 - Vehicle drive device - Google Patents

Vehicle drive device Download PDF

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Publication number
US8960034B2
US8960034B2 US13/983,990 US201113983990A US8960034B2 US 8960034 B2 US8960034 B2 US 8960034B2 US 201113983990 A US201113983990 A US 201113983990A US 8960034 B2 US8960034 B2 US 8960034B2
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US
United States
Prior art keywords
range
gear
clutch sleeve
transmission mechanism
gear piece
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
US13/983,990
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English (en)
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US20140007740A1 (en
Inventor
Akinori Takahashi
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Toyota Motor Corp
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Toyota Motor Corp
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Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: TAKAHASHI, AKINORI
Publication of US20140007740A1 publication Critical patent/US20140007740A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B60K17/346—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear
    • B60K17/3467—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear the transfer gear being a differential gear combined with a change speed gearing, e.g. range gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
    • B60W10/14—Central differentials for dividing torque between front and rear axles
    • B60W20/108—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K2023/085—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles automatically actuated
    • B60K2023/0858—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles automatically actuated with electric means, e.g. electro-hydraulic means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46—Gearings having only two central gears, connected by orbital gears
    • F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
    • F16H3/52—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
    • F16H3/54—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears one of the central gears being internally toothed and the other externally toothed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y02T10/6239—
    • Y02T10/6265—
    • Y02T10/6286—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19023—Plural power paths to and/or from gearing
    • Y10T74/19051—Single driven plural drives
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19377—Slidable keys or clutches
    • Y10T74/19414—Single clutch shaft
    • Y10T74/1947—Selective

Definitions

  • the present invention relates to a vehicle drive device including a transmission mechanism that selectively establishes one of a low range and a high range and that power-transmissively connects an output shaft to drive wheels, a range changing mechanism that changes the range of the transmission mechanism, a motor generator that inputs drive force to the transmission mechanism, and a control device that controls the changing of the range.
  • a transmission mechanism included in a conventional vehicle drive device is capable of changing the speed range between a low range (L) and a high range (H) in response to, for example, a driver's operation of a range changing switch and the like (see, for example, Patent Literatures 1 and 2).
  • the transmission mechanism generally changes the range in a state in which an output shaft of the transmission mechanism is being stopped, for example during a vehicle stop.
  • the transmission mechanism changes the range by, for example, sliding a clutch sleeve in the direction of the output shaft thereof and thereby connecting the clutch sleeve to a low gear or a high gear.
  • the clutch sleeve is integrally rotatably and axially movably mounted externally around the output shaft of the transmission mechanism.
  • the low gear and the high gear each have, on the corresponding outer circumference thereof, a plurality of teeth (splines) that are circumferentially arranged at regular intervals.
  • the clutch sleeve has, on the inner circumference thereof, a plurality of teeth (splines) that can be engaged with the teeth (splines) of the gears.
  • Patent Literature 1 discloses, in paragraphs [0014]-[0016], a vehicle transfer in which a power gear and a sleeve that is spline-fitted to the power gear are disposed between a low speed gear and a high speed gear, and in which the sleeve is spline-fitted to the low speed gear to establish a low speed mode and the sleeve is spline-fitted to the high speed gear to establish a high speed mode.
  • Patent Literature 2 discloses, in paragraphs [0014]-[0017], a vehicle sub-transmission in which an input gear and a sleeve that is spline-fitted to the input gear are disposed between a low speed side gear and a high speed side gear, and in which the sleeve is spline-fitted to the low speed side gear to establish a low speed mode and the sleeve is spline-fitted to the high speed side gear to establish a high speed mode.
  • Patent Literature 2 also discloses that, in sliding the sleeve, energy is stored for moving the sleeve from a high speed side to a low speed side, or from the low speed side to the high speed side, thus the sleeve is slid with considerable energy.
  • the sleeve is spline-fitted to the low gear or the high gear by being slid.
  • changing of the range is performed under the condition that a propeller shaft and drive wheels are being stopped, for example, during stop of a vehicle.
  • the changing of the range is prohibited in a state in which the propeller shaft ant the drive wheels are being rotated, for example, during travel.
  • a synchronous engaging mechanism may be provided between the sleeve and the gears.
  • high cost of equipment may be required.
  • a vehicle drive device that includes a transmission mechanism selectively establishing one of a low range and a high range and power-transmissively connecting an output shaft to drive wheels, a range changing mechanism changing the range of the transmission mechanism, a motor generator inputting drive force to the transmission mechanism, and a control device controlling the changing of the range.
  • a range change request in a state in which the drive wheels are rotated in the low range or in the high range, changing of the range is smoothly and quickly completed without using the synchronous engaging mechanism.
  • the present invention is configured as follows.
  • the range changing mechanism includes: a low gear piece and a high gear piece that are arranged and spaced apart from each other in an axial direction; a clutch sleeve that is slidably arranged in the axial direction so as to be engaged with one of the two gear pieces and that is integrally rotatably connected to the output shaft of the transmission mechanism; and a shift actuator that slides the clutch sleeve either forward or backward in the axial direction to be connected to one of the gear pieces.
  • control device includes: a disengage processor that disengages the clutch sleeve from the currently engaged gear piece so as to establish a neutral range in response to a range change request in a state in which the drive wheels are rotated in the low range or in the high range; a rotation synchronization processor that controls an output rotational speed of the motor generator in the neutral range such that a difference between an input rotational speed and an output rotational speed of the transmission mechanism is set to be zero or be equal to or less than a predetermined value; and a connection processor that slides the clutch sleeve to be connected to a connection target gear piece.
  • connection of the clutch sleeve to the low gear piece or high gear piece is performed by engaging the gears with each other, however, the connection should not be limited to the expression “engaging the gears with each other”.
  • connections such as a spline fitting, and a dog clutch meshing are included in the present invention.
  • the output shaft of the transmission mechanism is integrally rotatably connected to the clutch sleeve and is power-transmissibely connected to the drive wheels.
  • the transmission mechanism becomes in the neutral range, then the motor generator synchronizes the input rotational speed of the transmission mechanism, i.e. the rotational speed of the connection target gear piece with the output rotational speed of the transmission mechanism, i.e. the rotational speed of the clutch sleeve. After that, the clutch sleeve is slid to the connection target gear piece.
  • the disengage processor temporarily reduces engaging force between the clutch sleeve and the currently engaged gear piece, then slides the clutch sleeve to the neutral range side.
  • a configuration of the disengage processor of the control device is specified, which clarifies the embodiment. Also, when establishing the neutral range, the engaging force of the engaging portion of the clutch sleeve with the currently engaged gear piece is reduced, and then the clutch sleeve is slid to the neutral range side. Thus, it is possible to disengage the clutch sleeve from the currently engaged gear piece with low friction.
  • the vehicle drive device further includes a main transmission mechanism provided between the motor generator and an input shaft of the transmission mechanism.
  • the main transmission mechanism is configured to have, as a main component, a Ravigneaux planetary gear set that includes a front sun gear that is supported by a case via a first friction engaging element, a rear sun gear that is connected to a rotor of the motor generator, a ring gear that is supported by the case via a second friction engaging element, a plurality of long pinion gears that is engaged with the ring gear and the rear sun gear, a plurality of short pinion gears that is engaged with the long pinion gears, and a carrier that is connected to the input shaft of the transmission mechanism so as to rotatably support the short pinion gears and the long pinion gears and that is rotated in synchronization with an orbital motion of the short pinion gears and the long pinion gears.
  • the main transmission mechanism may be a high and low two-stage reduction mechanism that changes a gear ratio between the low range and the high range by engaging or disengaging the first friction engaging element and the second friction engaging element, so that the disengaging processor temporarily releases or slips the currently engaged friction engaging element between the two friction engaging elements in order to temporarily reduce the engaging force.
  • the vehicle drive device includes the main transmission mechanism in addition to the motor generator, the transmission mechanism (as a sub-transmission mechanism), the range changing mechanism and the control device. Also, the disengage processor of the control device is specifically defined, which clarifies the embodiment. Furthermore, a configuration is specified to reduce the engaging force of the engaging portion of the clutch sleeve with the currently engaged gear piece when establishing the neutral range. With such a configuration, which clarifies the embodiment, the friction engaging element is released or slipped so that torque is not transmitted simply temporarily from the main transmission mechanism to the transmission mechanism. Thus, control is easy without shock.
  • the shift actuator includes a shift fork shaft for sliding the clutch sleeve, a shift motor that generates rotational power, a power transfer mechanism that moves the shift fork shaft in an axial direction thereof using the rotational power generated by the shift motor, a low range detection element that outputs low range establishment information when a rotation angle of an output shaft of the shift motor reaches an angle at which the clutch sleeve is completely connected to the low gear piece, a high range detection element that outputs high range establishment information when a rotation angle of the output shaft of the shift motor reaches an angle at which the clutch sleeve is completely connected to the high gear piece.
  • the control device further includes a determination processor that determines whether or not the clutch sleeve, which has been slid by the connection processor, is connected to the connection target gear piece based on the output information from the respective detection elements.
  • a configuration of the shift actuator is specified, and control of the range change by the control device is defined.
  • the transmission mechanism is configured as a planetary gear set including a sun gear that receives input rotation, a ring gear that is non-rotatably disposed, a plurality of pinion gears that is disposed between the sun gear and the ring gear so as to be engaged with both of the sun gear and the ring gear, and a carrier that rotatably supports the pinion gears and is rotated in synchronization with an orbital motion of the pinion gears.
  • the carrier is integrally rotatable with the low gear piece
  • the sun gear is integrally rotatable with the high gear piece.
  • a configuration of the transmission mechanism is specified.
  • the pinion gears perform an orbital motion (revolution) while rotating in the same direction as that of the sun gear, whereby the carrier and the low gear piece rotate in synchronization with the orbital motion (revolution) of the pinion gears.
  • the specific configuration of the transmission mechanism clarifies that the low and high gear pieces are rotated in the same direction as that of the input rotation to the transmission mechanism.
  • the low gear piece is a gear with inner teeth
  • the high gear piece is a gear with outer teeth and disposed inside the low gear piece without making contact with the low gear piece
  • the clutch sleeve includes outer teeth capable of being engaged with the inner teeth of the low gear piece and inner teeth capable of being engaged with the outer teeth of the high gear piece.
  • the vehicle drive device may further includes a second motor generator and the main transmission mechanism both provided between the motor generator and an input shaft of the transmission mechanism, and an engine provided via a power splitter that is disposed between the second motor generator and the motor generator.
  • the vehicle drive device further includes the second motor generator, the main transmission mechanism, the power splitter and the engine, in addition to the motor generator (as a first motor generator), the transmission mechanism (as a sub-transmission mechanism), the range changing mechanism and the control device.
  • the present invention is made to provide a vehicle drive device that includes a transmission mechanism selectively establishing one of a low range and a high range and power-transmissively connecting an output shaft to drive wheels, a range changing mechanism changing the range of the transmission mechanism, a motor generator inputting drive force to the transmission mechanism, and a control device controlling the changing of the range.
  • a transmission mechanism selectively establishing one of a low range and a high range and power-transmissively connecting an output shaft to drive wheels
  • a range changing mechanism changing the range of the transmission mechanism
  • a motor generator inputting drive force to the transmission mechanism
  • a control device controlling the changing of the range.
  • FIG. 1 is a diagram schematically showing a configuration of a vehicle drive device according to an embodiment of the present invention.
  • FIG. 2 is a diagram schematically showing a configuration of a hybrid transmission and a transfer of FIG. 1 .
  • FIG. 3 is a cross-sectional view showing a specific configuration of a sub-transmission mechanism and a range changing mechanism of the transfer of FIGS. 1 and 2 .
  • FIG. 4 is an enlarged view of the sub-transmission mechanism and the range changing mechanism of FIG. 3 , showing a clutch sleeve in a neutral position (neutral range).
  • FIG. 5 is a diagram showing the range changing mechanism of FIG. 4 in a low range.
  • FIG. 6 is a diagram showing the range changing mechanism of FIG. 4 in a high range.
  • FIG. 7 is a partially transparent schematic view of a transfer shift actuator.
  • FIG. 8 is a diagram showing a configuration of a limit switch of the transfer shift actuator of FIG. 7 .
  • FIG. 9 is a diagram showing an electrical circuit representing the limit switch of FIG. 8 .
  • FIG. 10 is a table showing a relationship between combinations of “on” and “off” of first to third contact points of the limit switch of FIG. 8 and established ranges of the sub-transmission mechanism.
  • FIG. 11 is a diagram showing the sub-transmission mechanism and the range changing mechanism of FIG. 2 , being in a low range.
  • FIG. 12 is a diagram showing the sub-transmission mechanism and the range changing mechanism of FIG. 2 , being in a high range.
  • FIG. 13 is a diagram showing the sub-transmission mechanism and the range changing mechanism of FIG. 2 , being in a neutral range.
  • FIG. 14 is a nomogram with regard to the vehicle drive device of FIG. 1 , which is used for explaining the range changing of the sub-transmission mechanism from the high range to the low range.
  • FIG. 15 is a nomogram with regard to the vehicle drive device of FIG. 1 , which is used for explaining the range changing of the sub-transmission mechanism from the low range to the high range.
  • FIG. 16 is a flowchart for explaining range changing control of the sub-transmission mechanism of FIG. 1 .
  • FIGS. 1-16 show an embodiment of the present invention.
  • a general configuration of a vehicle drive device according to the embodiment of the present invention will be described with reference to FIG. 1 .
  • a part-time four-wheel-drive hybrid vehicle drive device will be illustrated.
  • the hybrid vehicle drive device has, as a basic configuration, a front-engine rear-wheel-drive (FR) vehicle drive device.
  • FR front-engine rear-wheel-drive
  • the vehicle drive device of FIG. 1 includes an engine 1 , a hybrid transmission 2 , a transfer 5 , a front propeller shaft 6 F, a rear propeller shaft 6 R, a front differential 7 F, a rear differential 7 R, front wheels 8 F, and rear wheels 8 R. While these components will be described hereinafter, components that are not directly related to the features of the present invention will be schematically shown and briefly described.
  • the engine 1 is a known drive source that burns fuel to output power, such as a gasoline engine, a diesel engine and the like.
  • An operating state of the engine 1 is controlled by an engine control computer 100 that manages a throttle opening degree (amount of intake gas), an amount of fuel injected, a timing of ignition and the like.
  • a crankshaft (output shaft) 11 of the engine 1 is connected via a damper 12 to a power splitter 3 .
  • the damper 12 is a device for absorbing fluctuation of torque of the engine 1 .
  • the hybrid transmission 2 includes a first motor generator MG 1 , a second motor generator MG 2 , the power splitter 3 , a main transmission mechanism 4 and the like.
  • the first motor generator MG 1 and the second motor generator MG 2 are each an alternating-current synchronous motor, which functions as a motor and also serves as a generator.
  • the first motor generator MG 1 and the second motor generator MG 2 are each connected via an inverter to a battery (electricity storage device), although not shown.
  • a power management control computer 200 By controlling the inverter using a power management control computer 200 , each motor generator MG 1 and MG 2 is switched between a regenerative state and a power (assisted) state. Regenerated power is stored via the inverter in the battery. Power for driving the first motor generator MG 1 and the second motor generator MG 2 is supplied from the battery via the inverter thereto.
  • the power splitter 3 includes, as a main component, a single pinion type planetary gear set that includes a sun gear (a gear with outward-facing teeth (outer teeth)) 31 , a ring gear (a gear with inward-facing teeth (inner teeth)) 32 , a plurality of pinion gears (gears with outward-facing teeth (outer teeth)) 33 , a carrier 34 and the like.
  • the ring gear 32 is provided outside the sun gear 31 .
  • the ring gear 32 and the sun gear 31 are concentrically arranged and spaced apart from each other.
  • the pinion gears 33 are provided in an annular space between the sun gear 31 and the ring gear 32 so as to be engaged with the sun gear 31 and the ring gear 32 .
  • the carrier 34 rotatably supports the pinion gears 33 , and can be rotated in synchronization with the orbital motion (revolution) of the pinion gears 33 .
  • the carrier 34 is connected via the damper 12 to the crankshaft 11 of the engine 1 .
  • the sun gear 31 is connected to a rotor of the first motor generator MG 1 .
  • a power transfer shaft 13 is connected to the ring gear 32 .
  • the power transfer shaft 13 is connected via the main transmission mechanism 4 to the second motor generator MG 2 .
  • the power transfer shaft 13 is also connected to a transfer input shaft 51 .
  • the power splitter 3 When the first motor generator MG 1 operates as a generator, power input from the engine 1 to the carrier 34 is split into power that is used via the sun gear 31 to drive the first motor generator MG 1 as a generator and power that is used via the ring gear 32 to drive the wheels (the front wheels 8 F and the rear wheels 8 R). On the other hand, when the first motor generator MG 1 operates as a motor, power input from the engine 1 to the carrier 34 and power input from the first motor generator MG 1 to the sun gear 31 are integrated and then output to the ring gear 32 .
  • the main transmission mechanism 4 is a two-stage (high and low) reduction mechanism that includes a Ravigneaux planetary gear set as a main component.
  • the main transmission mechanism 4 includes a front sun gear (a gear with outer teeth) 41 , a rear sun gear (a gear with outer teeth) 42 , a short pinion gear (a gear with outer teeth) 43 , a long pinion gear (a gear with outer teeth) 44 , a ring gear (a gear with inner teeth) 45 , a carrier 46 and the like.
  • the front sun gear 41 is engaged with the short pinion gear 43 .
  • the short pinion gear 43 is engaged with the long pinion gear 44 .
  • the long pinion gear 44 is engaged with the ring gear 45 and the rear sun gear 42 .
  • the ring gear 45 and the front and rear sun gears 41 and 42 are concentrically arranged and spaced apart from each other.
  • the carrier 46 rotatably supports the short and long pinion gears 43 and 44 , and can be rotated in synchronization with the orbital motion (revolution) of the short and long pinion gears 43 and 44 .
  • the carrier 46 is connected to the power transfer shaft 13 and the transfer input shaft 51 .
  • the rear sun gear 42 is connected to a rotor of the second motor generator MG 2 .
  • the front sun gear 41 is supported by a transmission case 10 via a first brake B 1 .
  • the ring gear 45 is supported by the transmission case 10 via a second brake B 2 .
  • the main transmission mechanism 4 includes the first and second brakes B 1 and B 2 as switch elements for switching the gear ratio between a low range (low gear ratio) and a high range (high gear ratio).
  • the brakes B 1 and B 2 are each, for example, a multi-plate or band hydraulic friction engaging element that produces engagement force with the pressure of hydraulic fluid.
  • the brakes B 1 and B 2 are each configured so that the torque capacity varies continuously, depending on engagement pressure produced by a hydraulic actuator (not shown) and the like.
  • the front sun gear 41 When the first brake B 1 is deactivated or released, the front sun gear 41 is disengaged from the non-rotating transmission case 10 so that the front sun gear 41 can be rotated relatively. On the other hand, when the first brake B 1 is actuated or engaged, the front sun gear 41 is connected to and integrated with the transmission case 10 so that the front sun gear 41 cannot be rotated.
  • the second brake B 2 When the second brake B 2 is deactivated or released, the ring gear 45 is released from the transmission case 10 so that the ring gear 45 can rotate relatively. On the other hand, when the second brake B 2 is actuated or engaged, the ring gear 45 is connected to and integrated with the transmission case 10 so that the ring gear 45 cannot be rotated.
  • the ring gear 45 cannot be rotated, so that the carrier 46 and the power transfer shaft 13 are rotated at a low speed (low range) by the ring gear 45 and the rear sun gear 42 that is rotated by the second motor generator MG 2 .
  • the second brake B 2 is deactivated (released) and the first brake B 1 is actuated (engaged)
  • the carrier 46 and the power transfer shaft 13 are rotated at a high speed (high range) by the non-rotating front sun gear 41 , the rear sun gear 42 rotated by the second motor generator MG 2 , and the non-rotating ring gear 45 .
  • both the brakes B 1 and B 2 are deactivated (released)
  • the carrier 46 and the power transfer shaft 13 are in an idle rotation state or in a neutral state (neutral range).
  • the transfer 5 includes the transfer input shaft 51 , a rear output shaft 52 , a front output shaft 53 , the sub-transmission mechanism 54 , a range changing mechanism 55 , a mode changing mechanism 56 and the like.
  • the transfer input shaft 51 is rotatably supported by a transfer case 545 via a rolling-element bearing (not shown).
  • the transfer input shaft 51 receives rotational power output from the main transmission mechanism 4 .
  • the rear output shaft 52 is disposed on the same axis as the transfer input shaft 51 .
  • the front output shaft 53 is disposed parallel to the rear output shaft 52 .
  • Power transfer elements ( 57 , 58 and 59 ) are provided between the rear output shaft 52 and the front output shaft 53 . That is, a drive gear 57 is mounted on the outside of the rear output shaft 52 via a suitable rolling-element bearing (not shown), and a driven gear 58 is integrally formed on the outside of the front output shaft 53 . Also, an endless member 59 , such as a drive chain, and a drive belt, is wrapped on and hung around the drive gear 57 and the driven gear 58 .
  • the rear output shaft 52 outputs the rotational power to the left and right rear wheels 8 R via the rear propeller shaft 6 R, the rear differential 7 R and left and right rear drive shafts (reference numerals omitted).
  • the front output shaft 53 outputs the rotational power to the left and right front wheels 8 F via the front propeller shaft 6 F, the front differential 7 F and left and right front drive shafts (reference numerals omitted).
  • the sub-transmission mechanism 54 is configured as a two-stage (high and low) reduction mechanism that includes a single pinion type planetary gear set as a main component.
  • the sub-transmission mechanism 54 includes a ring gear (a gear with inner teeth) 541 , a sun gear (a gear with outer teeth) 542 , a plurality of pinion gears (gears with outer teeth) 543 , a carrier 544 and the like.
  • the ring gear 541 is fixed to the transfer case 545 so that the ring gear 541 cannot be rotated or axially moved.
  • the sun gear 542 is provided inside the ring gear 541 so as to be spaced apart from the ring gear 541 , and is integrally rotatably connected to the transfer input shaft 51 .
  • the pinion gears 543 are provided in an annular space between the ring gear 541 and the sun gear 542 so as to be engaged with the ring gear 541 and the sun gear 542 .
  • the carrier 544 rotatably supports the pinion gears 543 , and can be rotated in synchronization with the orbital motion (revolution) of the pinion gears 543 .
  • the mode changing mechanism 56 selectively establishes a four-wheel drive mode (4WD) or a two-wheel drive mode (2WD) in response to an operation that is performed by a driver using, for example, a drive mode changing switch (not shown) provided in the vicinity of a driver's seat (not shown).
  • a power transfer path is established through which the rotational power input to the transfer input shaft 51 is output from both the rear and front output shafts 52 and 53 .
  • a power transfer path is established through which the rotational power input to the transfer input shaft 51 is output from only the rear output shaft 52 .
  • the mode changing mechanism 56 allows the drive gear 57 to be rotated together with the rear output shaft 52
  • the four-wheel drive mode (4WD) is switched on to establish the power transfer path through which the rotational power from the transfer input shaft 51 to the rear output shaft 52 is transferred via the drive gear 57 , the endless member 59 , and the driven gear 58 to the front output shaft 53 .
  • the mode changing mechanism 56 allows the drive gear 57 to be rotated relative to the rear output shaft 52
  • the two-wheel drive mode (2WD) is switched on to establish the power transfer path through which the rotational power from the transfer input shaft 51 to the rear output shaft 52 is not transferred to the front output shaft 53 , and the rotational power is output from only the rear output shaft 52 .
  • the range changing mechanism 55 selectively establishes one of the low range (L) and the high range (H) of the sub-transmission mechanism 54 in response to an operation that is performed by a driver using, for example, a speed range changing switch (not shown) provided in the vicinity of a driver's seat (not shown).
  • a power transfer path is established through which the rotational power input to the transfer input shaft 51 is transferred from the sun gear 542 of the sub-transmission mechanism 54 to the rear output shaft 52 , i.e., the transfer input shaft 51 is connected directly to the rear output shaft 52 .
  • a power transfer path is established through which the rotational power input to the transfer input shaft 51 is transferred from the carrier 544 of the sub-transmission mechanism 54 to the rear output shaft 52 , i.e., the orbital speed (revolution speed) of the carrier 544 is output to the rear output shaft 52 .
  • a speed reduction ratio in the low range is appropriately determined based on diameters, gear ratios and the like of parts of the sub-transmission mechanism 54 .
  • the neutral range (N) is neither the low range nor the high range, i.e., a neutral state in which the rotational power input to the transfer input shaft 51 is not transferred to the rear output shaft 52 .
  • the range changing mechanism 55 includes a low gear piece 551 , a high gear piece 552 , a clutch sleeve 553 , a shift fork 554 and the like.
  • the operation of the range changing mechanism 55 is controlled by a transfer shift actuator 60 and a 4WD control computer 300 .
  • the low gear piece 551 is integrally rotatably connected to the carrier 544 of the sub-transmission mechanism 54 .
  • the low gear piece 551 is a gear with inner teeth. Specifically, a plurality of inner teeth 551 a are circumferentially arranged at regular intervals on the inner circumferential surface of the low gear piece 551 at an end portion downstream in a direction in which the rotational power is input.
  • the high gear piece 552 is integrally formed, in a protruding manner, on a side surface of the sun gear 542 of the sub-transmission mechanism 54 .
  • the high gear piece 552 is a gear with outer teeth. Specifically, a plurality of outer teeth 552 a are circumferentially arranged at regular intervals on the outer circumferential surface of the high gear piece 552 in a region close to the sun gear 542 .
  • the clutch sleeve 553 is integrally rotatably and axially movably mounted on the outside of the rear output shaft 52 via a hub sleeve 558 .
  • inner splines 553 c are provided so as to be engaged with outer splines 558 a of the hub sleeve 558 .
  • a plurality of outer teeth 553 a is circumferentially arranged at regular intervals on the outer circumferential surface of the clutch sleeve 553 at an end portion upstream in the direction in which the rotational power is input, and are engaged with the inner teeth 551 a of the low gear piece 551 .
  • a plurality of inner teeth 553 b is circumferentially arranged at regular intervals on the inner circumferential surface of the clutch sleeve 553 at an end portion upstream in the direction in which the rotational power is input, and are engaged with the outer teeth 552 a of the high gear piece 552 .
  • the teeth 551 a , 552 a , 553 a , and 553 b are also called splines.
  • the gear pieces 551 and 552 are also called spline pieces.
  • the low gear piece 551 has a cylindrical shape.
  • the high gear piece 552 is provided inside the cylinder without making contact with each other.
  • the inner teeth 551 a of the low gear piece 551 are spaced apart from the outer teeth 552 a of the high gear piece 552 in the axial direction.
  • the outer and inner teeth 553 a and 553 b of the clutch sleeve 553 are provided in a space in the axial direction between the inner teeth 551 a of the low gear piece 551 and the outer teeth 552 a of the high gear piece 552 .
  • the inner teeth 551 a of the low gear piece 551 , the outer teeth 552 a of the high gear piece 552 , and the outer and inner teeth 553 a and 553 b of the clutch sleeve 553 all have, for example, a double chamfer or a single chamfer (not shown) at respective tips thereof in the engagement direction.
  • the double chamfer means a surface made by beveling a tooth tip into a pointed shape, such as an isosceles triangle in planar view.
  • the single chamfer means a surface made by beveling a tooth tip into a shape such as a right triangle in planar view.
  • the shift fork 554 is used for moving the clutch sleeve 553 in the axial direction in parallel to the rear output shaft 52 .
  • the transfer shift actuator 60 drives the shift fork 554 .
  • the transfer shift actuator 60 includes a shift fork shaft 61 , a shift motor 62 , a power transfer mechanism 63 and the like. (not shown in detail).
  • the shift fork shaft 61 is provided to move the shift fork 554 in parallel to a center axis line of the clutch sleeve 553 .
  • the shift motor 62 generates rotational power.
  • the power transfer mechanism 63 reduces the rotational power generated by the shift motor 62 and transfers the resultant rotational power to the shift fork shaft 61 , thereby sliding the shift fork shaft 61 in the axial direction.
  • the power transfer mechanism 63 includes a combination of a plurality of gears 631 , 632 and 633 .
  • the shift fork shaft 61 has spur teeth that are engaged with the final gear 633 .
  • the final gear 633 and the spur teeth convert the rotational power into linear drive force.
  • the transfer shift actuator 60 includes a limit switch 64 in order to confirm that the sub-transmission mechanism 54 has changed the range.
  • the limit switch 64 outputs a signal identifying one of the following states: a rotation angle of an output shaft 65 of the shift motor 62 has reached an angle at which the clutch sleeve 553 is completely engaged with the low gear piece 551 [low range (L)]; a rotation angle has reached an angle at which the clutch sleeve 553 is completely engaged with the high gear piece 552 [high range (H)]; a rotation angle has reached an intermediate angle at which the clutch sleeve 553 is engaged with neither the low gear piece 551 nor the high gear piece 552 [neutral range (N)]; a rotation angle has reached an angle that is located at a region between the neutral range (N) and the low range (L); and a rotation angle has reached an angle that is located at a region between the neutral range (N) and the high range (H).
  • the limit switch 64 includes a common line 641 , three signal lines 642 - 644 , and a contact spring 645 , which provide three contact points HL 1 -HL 3 .
  • the common line 641 and the three signal lines 642 - 644 which are made of a conductive film formed on a surface of a printed wiring board 646 , are fixed to a case 66 and the like of the transfer shift actuator 60 .
  • the contact spring 645 which is made of a conductive material, is fixed to one side of the second gear 632 of the power transfer mechanism 63 .
  • the contact spring 645 is rotated together with the second gear 632 so that the common line 641 and the first to third signal lines 642 - 644 are selectively made to be conductive, according to the rotation angle of the second gear 632 .
  • the printed wiring board 646 is not shown and only the lines 641 - 644 are shown for ease of understanding a relative position relationship between the lines 641 - 644 and the contact spring 645 .
  • the common line 641 , the first signal line 642 and the contact spring 645 constitute the first contact point HL 1 .
  • the common line 641 , the second signal line 643 and the contact spring 645 constitute the second contact point HL 2 .
  • the common line 641 , the third signal line 644 and the contact spring 645 constitute the third contact point HL 3 .
  • the first contact point HL 1 is turned “on.”
  • the first contact point HL 1 is turned “off.”
  • the second contact point HL 2 is turned “on.”
  • the third contact point HL 3 is turned “on.”
  • the third contact point HL 3 is turned “off.”
  • the 4WD control computer 300 determines that the current range is the “low range (L).”
  • the 4WD control computer 300 determines that the current range is the “high range (H).”
  • the 4WD control computer 300 determines that the current range is the “neutral range (N).”
  • the 4WD control computer 300 determines that the current range is in a “region between the neutral range (N) and the low range (L).”
  • the 4WD control computer 300 determines that the current range is in a “region between the neutral range (N) and the high range (H).”
  • the combinations of “on” and “off” of the three contact points HL 1 -HL 3 are low range establishment information and high range establishment information described in the appended claims.
  • the limit switch 64 corresponds to a low range detection element and a high range detection element described in the appended claims.
  • the engine control computer 100 , the power management control computer 200 , and the 4WD control computer 300 have respective known configurations including a CPU (central processing unit), a ROM (program memory), a RAM (data memory), a backup RAM (non-volatile memory) and the like, although not shown.
  • a CPU central processing unit
  • ROM program memory
  • RAM data memory
  • backup RAM non-volatile memory
  • the ROM stores such as various control programs, and maps that are referenced when the control programs are executed.
  • the CPU executes calculation processing based on the control programs and the maps stored in the ROM.
  • the RAM is a memory that temporarily stores such as results of calculation by the CPU, and data input from sensors.
  • the backup RAM is a non-volatile memory that stores data and the like that should be saved when the engine 1 is stopped.
  • the 4WD control computer 300 is configured to perform the following controls: range changing control related to changing of the speed range between the high range (H) and the low range (L) of the sub-transmission mechanism 54 in response to input of a range change signal corresponding to a driver's operation of the speed range changing switch (not shown); mode changing control related to changing of the drive mode between the two-wheel drive mode (2WD) and the four-wheel drive mode (4WD) in response to input of a mode change signal corresponding to a driver's operation of the drive mode changing switch (not shown); and the like.
  • Changing of the speed range can be performed, for example, when the drive mode is set to the four-wheel drive mode (4WD).
  • the 4WD control computer 300 actuates the transfer shift actuator 60 so that the shift fork 554 is moved in a direction indicated by an arrow X in FIG. 4 (to the right on the drawing sheet), whereby the clutch sleeve 553 is slid in the same direction.
  • the outer teeth 553 a of the clutch sleeve 553 are engaged with the inner teeth 551 a of the low gear piece 551 .
  • a low-range power transfer path is established through which the rotational power input to the transfer input shaft 51 is transferred, in the following order, to: the carrier 544 of the sub-transmission mechanism 54 ; the clutch sleeve 553 ; the hub sleeve 558 ; the rear output shaft 52 ; and the front output shaft 53 .
  • the low range (L) is established.
  • the 4WD control computer 300 actuates the transfer shift actuator 60 so that the shift fork 554 is moved in a direction indicated by an arrow Y in FIG. 4 (to the left on the drawing sheet), whereby the clutch sleeve 553 is slid in the same direction.
  • the inner teeth 553 b of the clutch sleeve 553 are engaged with the outer teeth 552 a of the high gear piece 552 .
  • a high-range power transfer path is established through which the rotational power input to the transfer input shaft 51 is transferred, in the following order, to: the sun gear 542 of the sub-transmission mechanism 54 ; the clutch sleeve 553 ; the hub sleeve 558 ; the rear output shaft 52 ; and the front output shaft 53 .
  • the high range (H) is established.
  • the present invention is configured such that the range change can be smoothly and quickly completed without using a synchronous engaging mechanism.
  • the 4WD control computer 300 has a dominant role in performing the following kinds of processing: disengage processing to disengage the clutch sleeve 553 from the currently engaged gear piece 551 or 552 so as to establish the neutral range (N); rotation synchronization processing to eliminate the difference in the rotational speed between the target range gear piece 551 or 552 and the clutch sleeve 553 in the neutral range (N), or to make the difference in the rotational speed between the target range gear piece 551 or 552 and the clutch sleeve 553 , in the neutral range (N), be equal to or less than the difference in which the clutch sleeve 553 can be engaged with the target range gear piece 551 or 552 by propulsive force that slides the clutch sleeve 553 ; and connection processing to slide the clutch sleeve 553 in a target direction by actuating the transfer shift actuator 60 so that the clutch sleeve 553 is connected to the connection target
  • the rotational speed of the first motor generator MG 1 is decreased and thereby the output rotational speed of the hybrid transmission 2 , i.e. the input rotational speed of the transfer 5 (the rotational speed of the transfer input shaft 51 and of the connection target low gear piece 551 ) is increased so that the difference in the rotational speed between the connection target low gear piece 551 and the clutch sleeve 553 in the neutral range (N) is set to be zero, or be equal to or less than a predetermined value.
  • the rotational speed of the first motor generator MG 1 is increased and thereby the output rotational speed of the hybrid transmission 2 , i.e. the input rotational speed of the transfer 5 (the rotational speed of the transfer input shaft 51 and of the connection target high gear piece 552 ) is decreased so that the difference in the rotational speed between the connection target high gear piece 552 and the clutch sleeve 553 in the neutral range (N) is set to be zero, or be equal to or less than a predetermined value.
  • FIGS. 14 and 15 are nomograms with regard to the vehicle drive device. As shown in these nomograms, when reaction torque by the first motor generator MG 1 is input to the sun gear 31 of the power splitter 3 relative to input torque to the carrier 34 of the power splitter 3 from the engine 1 , torque after addition/subtraction of the above kinds of torque is generated in the ring gear 32 (output element) of the power splitter 3 . Then, for example, when the rotational speed (output rotational speed) of the ring gear 32 is fixed, the rotational speed of the engine 1 can be continuously changed by changing the rotational speed of the first motor generator MG 1 . That is, the rotational speed of the engine 1 can be controlled by controlling the first motor generator MG 1 .
  • the first motor generator MG 1 when the vehicle is traveling while the engine 1 is being stopped, the first motor generator MG 1 is reversely rotated.
  • the engine 1 can be started by being cranked via the carrier 34 .
  • the power transfer shaft 13 and the transfer input shaft 51 which are connected to the carrier 34 , is applied torque in a direction to stop the rotation. Therefore, drive torque to drive the vehicle can be maintained by controlling the output torque of the second motor generator MG 2 , and at the same time, the engine 1 can be smoothly started.
  • FIG. 16 shows kinds of processing in which the 4WD control computer 300 has a dominant role.
  • the processing of the flowchart is started when the 4WD control computer 300 receives the range change request.
  • the range change request is performed by, for example, a driver selecting the low range (L) or the high range (H) using the speed range changing switch (not shown).
  • step S 1 it is determined whether or not the vehicle is during travel. Such a determination is performed by detecting whether or not the vehicle speed calculated according to output from a wheel speed sensor 301 is equal to or less than a predetermined threshold value.
  • the threshold value is set to any value within a scope having a minimum value of zero and a maximum value of a vehicle speed capable of immediately being stopped (e.g. 5 km/h).
  • step S 1 when the vehicle is not traveling, i.e. during stop of the vehicle, a determination result in step S 1 is negative, and steps S 2 -S 6 are skipped to perform the processing in steps S 7 and S 8 as described later.
  • the clutch sleeve 553 is slid by the transfer shift actuator 60 so as to be connected to the connection target gear piece 551 or 552 , and the flowchart is terminated.
  • the engaging portion can be relatively easily disengaged, or also the clutch sleeve 553 can be relatively easily engaged with the connection target gear piece 551 or 552 .
  • step S 1 a determination result in step S 1 is positive, and the processing in steps S 2 and S 3 is performed.
  • the currently established low range (L) or the high range (H) is set to be the neutral range (N).
  • step S 2 torque transmission is temporarily stopped at the engaging portion of the clutch sleeve 553 with the currently connected gear piece 551 or 552 , then the transfer shift actuator 60 is actuated to slide the clutch sleeve 553 in the direction to be disengaged from the currently engaged gear piece 551 or 552 , i.e. the neutral range (N) side.
  • the temporary stop processing of the torque transmission in step S 2 is performed, as described above, according to the respective traveling modes (i.e. the engine traveling mode, the EV traveling mode and the hybrid traveling mode).
  • the 4WD control computer 300 sends, to the power management control computer 200 , a control instruction for controlling the first motor generator MG 1 in order to control operations of the first motor generator MG 1 .
  • step S 3 it is determined whether or not the clutch sleeve 553 reaches the neutral range (N). The determination here is performed, as described above, based on a determination logic (see FIG. 10 ) by the combinations of “on” and “off” of the three contact points HL 1 -HL 3 of the limit switch 64 . Then, when the clutch sleeve 553 reaches the neutral range (N), a determination result in step S 3 becomes positive to proceeds to the following step S 4 .
  • step S 4 a controlled variable (target rotational speed) of the first motor generator MG 1 is calculated.
  • a controlled variable is needed so that the difference between the rotational speed of the connection target gear piece 551 or 552 (input rotational speed of the sub-transmission mechanism 54 ) and the rotational speed of the clutch sleeve 553 (output rotational speed of the sub-transmission mechanism 54 ) in the neutral range (N) is set to be zero, or be equal to or less than the predetermined value.
  • the difference in the rotational speed between the connection target gear piece 551 or 552 and the clutch sleeve 553 is calculated.
  • a target input rotational speed to the transfer input shaft 51 is determined, which is needed so that the calculation result is zero, or is equal to or less than the predetermined value.
  • a target rotational speed of the connection target gear piece 551 or 552 is calculated.
  • the controlled variable (target rotational speed) of the first motor generator MG 1 which is needed to establish the above target rotational speed for the connection target gear piece 551 or 552 , is calculated.
  • the rotational speed of the connection target gear piece 551 or 552 can be calculated based on the output from an input rotational speed sensor 302 that detects an actual rotational speed of the transfer input shaft 51 .
  • Such an actual rotational speed is the same as the rotational speed of the power transfer shaft 13 that is the output shaft of the hybrid transmission 2 .
  • the rotational speed of the clutch sleeve 553 can be calculated based on the output of the wheel speed sensor 301 .
  • step S 5 and S 6 the difference in the rotational speed between the connection target gear piece 551 or 552 and the clutch sleeve 553 is set to be zero, or be equal to or less than the predetermined value.
  • step S 5 the 4WD control computer 300 sends, to the power management control computer 200 , the control instruction for controlling the first motor generator MG 1 in order to control the operations of the first motor generator MG 1 .
  • the rotational speed of the connection target gear piece 551 or 552 is controlled.
  • step S 6 it is determined whether or not the actual rotational speed of the connection target gear piece 551 or 552 reaches the target rotational speed based on the output from the input rotational speed sensor 302 .
  • step S 6 a determination result in step S 6 becomes positive to proceeds to the following step S 7 .
  • step S 7 the transfer shift actuator 60 is actuated to slide the clutch sleeve 553 in the direction of the connection target gear piece 551 or 552 .
  • step S 8 it is determined whether or not the clutch sleeve 553 is connected to the connection target gear piece 551 or 552 , i.e. whether or not the range has been changed to the target range.
  • the determination in step S 8 is performed, as described above, based on the determination logic (see FIG. 10 ) by the combinations of “on” and “off” of the three contact points HL 1 -HL 3 of the limit switch 64 .
  • step S 8 are repeated until the clutch sleeve 553 is connected to the connection target gear piece ( 551 or 552 ). Once connected, a determination result in step S 8 becomes positive to terminate the flowchart.
  • the currently engaged first brake B 1 or second brake B 2 is temporarily released or slipped.
  • the clutch sleeve 553 is rapidly slid to the neutral range (N) side using the transfer shift actuator 60 , and thereby the clutch sleeve 553 can be disengaged from the currently connected high gear piece 552 with low friction.
  • the neutral range (N) can be relatively easily established.
  • the rotational speed of the first motor generator MG 1 is decreased and the rotational speed of the transfer input shaft 51 is increased, thus, the difference in the rotational speed between the connection target low gear piece 551 and the clutch sleeve 553 is set to be zero, or be equal to or less than the predetermined value.
  • the clutch sleeve 553 is slid in the direction of the connection target low gear piece 551 by the transfer shift actuator 60 . Accordingly, the clutch sleeve 553 can be relatively easily engaged with and connected to the connection target low gear piece 551 .
  • the currently engaged first brake B 1 or second brake B 2 is temporarily released or slipped.
  • the clutch sleeve 553 is rapidly slid to the neutral range (N) side using the transfer shift actuator 60 , and thereby the clutch sleeve 553 can be disengaged from the currently connected low gear piece 551 with low friction.
  • the neutral range (N) can be relatively easily established.
  • the rotational speed of the first motor generator MG 1 is increased and the rotational speed of the transfer input shaft 51 is decreased, thus, the difference in the rotational speed between the connection target high gear piece 552 and the clutch sleeve 553 is set to be zero, or be equal to or less than the predetermined value.
  • the clutch sleeve 553 is slid in the direction of the connection target high gear piece 552 by the transfer shift actuator 60 . Accordingly, the clutch sleeve 553 can be relatively easily engaged with and connected to the connection target high gear piece 552 .
  • the sub-transmission mechanism 54 of the transfer 5 corresponds to a transmission mechanism recited in claim 1.
  • the range changing mechanism 55 corresponds to a range changing mechanism recited in claim 1.
  • the first motor generator MG 1 corresponds to a motor generator recited in claim 1.
  • the 4WD control computer 300 and the power management control computer 200 correspond to a control device recited in claim 1. Note that if the 4WD control computer 300 and the power management control computer 200 are implemented as a single computer, this single computer corresponds to the control device recited in claim 1.
  • a disengage processor recited in claim 1 corresponds to steps S 2 and S 3 of FIG. 16 .
  • a rotation synchronization processor recited in claim 1 corresponds to steps S 4 -S 6 of FIG. 16 .
  • a connection processor recited in claim 1 corresponds to steps S 7 and S 8 of FIG. 16 .
  • the embodiment to which the present invention is applied includes: the disengage processor that disengages the clutch sleeve 553 from the currently engaged gear piece 551 or 552 so as to establish the neutral range (N) in response to the range change request during the travel of the sub-transmission mechanism 54 of the transfer 5 in the low range (L) or in the high range (H); the rotation synchronization processor that synchronizes the input rotational speed of the sub-transmission mechanism 54 with the output rotational speed thereof using the first motor generator MG 1 in the neutral range (N); and a connection processor that slides, after such a synchronization, the clutch sleeve 553 to be connected to the connection target gear piece 551 or 552 .
  • the clutch sleeve 553 can be disengaged from the currently engaged gear piece 551 or 552 with low friction by reducing the engaging force of the engaging portion of the clutch sleeve 553 with the currently engaged gear piece 551 or 552 . Accordingly, it is possible to perform processing easily and smoothly to establish the neutral range (N).
  • the input rotational speed of the sub-transmission mechanism 54 (the rotational speed of the connection target gear piece 551 or 552 ) is synchronized with the output rotational speed of the sub-transmission mechanism 54 (the rotational speed of the clutch sleeve 553 ) by controlling the first motor generator MG 1 in the neutral range (N). Accordingly, in the connection processor, it is possible to connect easily and smoothly the clutch sleeve 553 to the connection target gear piece 551 or 552 .
  • the existing first motor generator MG 1 is efficiently used, accordingly, it is not necessary to equip with a synchronous engaging mechanism in the range changing mechanism 55 , in contrast to the conventional art.
  • the vehicle drive device includes the two motor generators MG 1 and MG 2 .
  • the present invention should not be limited thereto.
  • the present invention may be applied to a vehicle drive device that includes a single motor generator or a vehicle drive device that does not include the engine 1 and includes only a motor generator as a drive source.
  • the present invention is suitable for use in a vehicle drive device that includes a transmission mechanism that selectively establishes one of a low range and a high range and that power-transmissively connects an output shaft to drive wheels, a range changing mechanism that changes the range of the transmission mechanism, a motor generator that inputs drive force to the transmission mechanism, and a control device that controls the changing of the range.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Structure Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Gear-Shifting Mechanisms (AREA)
US13/983,990 2011-03-23 2011-03-23 Vehicle drive device Expired - Fee Related US8960034B2 (en)

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US20170146098A1 (en) * 2014-05-09 2017-05-25 Zf Friedrichshafen Ag Device for Switching a First and Second Switching Element, and Transmission Comprising Such a Device
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US10197154B2 (en) 2013-07-25 2019-02-05 Jaguar Land Rover Limited Vehicle control system and method
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JP6311513B2 (ja) * 2014-07-28 2018-04-18 株式会社ジェイテクト 四輪駆動車及び四輪駆動車の制御方法
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DE102016215562A1 (de) * 2016-08-19 2018-02-22 Zf Friedrichshafen Ag Getriebe für ein Kraftfahrzeug, sowie Hybridantriebsstrang
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JP2019014449A (ja) * 2017-07-10 2019-01-31 トヨタ自動車株式会社 車両用動力伝達装置
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JP7205511B2 (ja) * 2020-03-10 2023-01-17 トヨタ自動車株式会社 車両用動力伝達装置の制御装置
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US9358870B2 (en) * 2012-07-27 2016-06-07 Aisin Aw Co., Ltd. Vehicle drive device
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US11034237B2 (en) * 2019-02-05 2021-06-15 Arvinmeritor Technology, Llc Torque transmission apparatus and a collar

Also Published As

Publication number Publication date
DE112011105069T5 (de) 2014-01-02
WO2012127655A1 (ja) 2012-09-27
DE112011105069T8 (de) 2014-01-16
US20140007740A1 (en) 2014-01-09
JPWO2012127655A1 (ja) 2014-07-24
JP5664764B2 (ja) 2015-02-04
DE112011105069B4 (de) 2019-04-11

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